NEW  YORK  AND  ALBANY  RAIL  ROAD. 


SKETCH    OF  THE 

REMARKS 

MADE  BY  THE 

vz-ii-zi'sv  ©5?  me  a  o  ship  ah?, 

AT  A  MEETING  OF  CITIZENS 

Held  at  the  City  Hall,  November  10,  1840 ; 

TOGETHER  WITH  A  COPY  OF  THE  RESOLUTIONS 
PASSED  AT  THAT  MEETING, 

AND  OTHER  INFORMATION  OF  INTEREST 

ON  THE  SUBJECT  OF 

RAIL  ROADS  GENERALLY. 


NEW  YORK: 

BRYANT  AND  BOGGS,  PRINTERS,  27  PINE  STREET. 


i£x  ICtbrtB 


SEYMOUR  DURST 


When  you  leave,  please  leave  this  hook 

Because  it  has  heen  said 
"Ever  thing  comes  t'  him  who  waits 

Except  a  loaned  hook." 


AMERICAN  RAIL  HOADS 


:N  E  TTXO  IUv 


PilOFILES  OF  THE  THREE  GREAT  RAIL-ROAD  ROUTES  EXTENDING  FROM  NEW- YORK  CITY  TO  LAKE  ERIE. 

Horizontal  scale  30  miles  to  1  inch. —  Vertical  scale  1,000  feet  to  1  inch. — The  Portions  shaded,  are  complete  and  in  operation. 


NEW  IOIK  and    ERIE  ROUTE 


Digitized  by 

the  Internet  Archive 

in  2013 

http://archive.org/details/newyorkalbanyraiOOnewy 


NEW  YORK  AND  ALBANY  RAIL  ROAD. 

SKETCH     OF  THE 

REMARKS 

MADE  BY  THE 

AT  A   MEETING  OF  CITIZENS 

Held  at  the  City  Hall,  November  10,  1840  ; 

TOGETHER  WITH  A  COPY  OF  THE  RESOLUTIONS  . 
PASSED  AT  THAT  MEETING, 

AND  OTHER  INFORMATION  OF  INTEREST 

ON  THE  SUBJECT  OF 

RAIL  ROADS  GENERALLY. 


NEW  YORK: 

BRYANT  &  BOGGS,  PRINTERS,  27  PINE  STREET. 


2^15 
13H0 


At  a  meeting  of  the  Citizens  of  the  City  of  New  York,  held  at  the 
City  Hall,  November  10,  1840,  on  the  subject  of  the  immediate 
construction  of  the  New  York  and  Albany  Rail  Road,  ABR'M 
G.  THOMPSON,  Esq.  was  called  to  the  Chair,  and  LAMBERT 
SUYDAM  and  HENRY  E.  DAVIES,  Esqs.  were  appointed 
Secretaries : 

The  following  resolutions  were  submitted  and  passed  unanimously: 

Resolved,  on  motion  of  Alderman  Rich,  That  New  York  Imperiously  requires  that  an 
uninterrupted  communication  be  made  between  this  great  Emporium  of  Commerce,  the 
Capitol  of  the  State,  and  the  great  western  producing  regions,  not  only  of  our  own  State, 
but  of  the  United  States  and  Canada. 

Resolved,  That  this  meeting  are  of  opinion  that  from  the  present  want  of  employ- 
ment by  laborers,  the  low  price  of  provisions  on  the  line  of  the  road,  ihe  great  evenness  of 
the  surface  of  the  country,  the  loose  nature  of  the  soil  to  be  excavated,  the  low  otter  which 
the  Company  received  In  high  times  to  do  the  whole  work  and  put  on  the  Locomotives, 
(amounting  for  the  whole  to  2.640,000  dollars,)  and  still  more  favorable  offers  lately  made  to 
do  parts  of  the  work;  the dispositiou  which  exists  to  a  great  extent  among  the  owners  of 
the  land,  to  give  the  land  (as  an  inducement  for  capitalists  to  take  the  Stock)  are  all  cir- 
cumstances which,  in  our  opinion,  go  strongly  to  show  that  this  road  can  be  made  a  profita- 
ble one.  For  these  reasons,  in  addition  to  those  of  general  benefit  to  every  Landholder, 
Merchant  and  Citizen,  we  recommend  this  improvement  to  the  favorable  consideration  of 
our  whole  community. 


Resolved,  on  motion  of  Alderman  Woodhull,  That  Mr.  Stevens  be  requested  to  furnish 
the  remarks  ottered  by  him  this  evening,  to  the  Committee,  for  publication  and  circulation. 


Resolved,  That  the  following  gentlemen,  viz.:— General  Gilbert  Hopkins,  Harvey 
Weed,  Daniel  Stanton,  William  Beach  Lawrence,  John  N.  Wj  ckoit;  Stephen  Allen,  and 
Josiah  Rich,  be  appointed  to  procure  subscriptions,  with  power  to  add  to  their  number. 

And  that  these  proceedings,  and  the  icmarks  and  statistics,  be  published  by  the  Officers 
of  this  meeting. 

A.  G.  THOMPSON,  Chairman- 

LAMBERT  SUYDAM,  S  secretaries 
HENRY  E.  DAVIES,     )  eecreiarw«. 


REMARKS 

MADE  BY 

SAMUEL  STEVENS,  ESQ,., 
President  of  the  New  York  and  Albany  Rail  Road  Company, 

AT  THE  MEETING  HELD  AT  THE  CITY  HALL, 

November  10,  1840. 


Mr.  Stevens  said  that  the  concerns  of  the  Company  had 
passed  into  new  hands,  he  would  not  say  better,  but  he  would 
say  that  they  had  no  local  interest  either  as  owners  of  lots  or 
farms :  that  their  object  was  to  bring  to  a  completion  this 
great  public  work,  and  that  whenever  it  appeared  they  were 
not  able  to  effect  this  object,  they  would  resign  their  places 
to  any  other  gentlemen  who  might  be  disposed  to  make  ano- 
ther effort.  That  this  Company  was  chartered  in  1832  for  fifty 
years,  with  great  incorporated  privileges — that  originally  it 
was  supposed  that  if  the  road  was  confined  to  thisJState,  a  high 
ridge  in  Columbia  County  would  require  to  be  tunnelled  or 
otherwise  overcome  by  inclined  planes  operated  by  station- 
ary steam  or  animal  power.  The  undertaking  was  therefore 
embarrassed  by  this  natural  difficulty,  or  by  the  alternative 
of  carrying  the  route,  not  only  in  three  different  States,  but 
placing  its  management  under  four  or  five  different  corpora- 
tions, governed  by  the  laws  of  different  States.  In  the  year 
1836  the  ground  through  Westchester  County  was  surveyed, 
the  expense  of  which  was  defrayed  by  Charles  Henry  Hall, 
Esq.,  which,  in  connexion  with  the  surveys  previously 
made  for  the  Sharon  Canal  in  Putnam  and  Dutchess  Coun- 
ties, determined  the  feasibility  of  the  route  through  those 
three  Counties. 

In  1838,  by  the  advances  of  the  same  gentleman,  aided 
by  some  of  the  leading  persons  on  the  line  of  the  road  in 


4 


Dutchess,  Putnam  and  Westchester  Counties,  the  whole 
route  was  explored  and  surveyed,  under  the  direction  of  the 
Commissioner,  by  whom  it  was  discovered  that  a  rail  road 
could  be  made,  confined  to  this  State,  and  consequently  go- 
verned by  our  own  laws  ;  that  its  entire  length  was  but  141 
miles  from  Haiiaem  River  to  Albany,  and  if  a  portion  of  the 
Albany  and  West  Stockbridge  Road  is  used,  as  it  may  be, 
the  extent  of  road  to  be  constructed  would  be  reduced  to  117 
miles ;  that  seven-tenths  of  the  route  could  be  made  per- 
fectly straight,  with  no  curve  upon  the  remainder  of  a  less 
radius  than  1200  feet ;  that  the  grade  would  in  no  instance 
exceed  30  feet  in  a  mile,  the  proportion  of  grade  having  this 
acclivity  embracing  only  three-tenths  of  the  distance  ;  and 
that  the  route  ran  through  a  comparatively  level  and  popu- 
lous country.  When  however  all  this  was  discovered,  (for  it 
had  been  to  our  citizens  almost  an  unexplored  region.)  the 
great  revulsion  took  place  in  the  financial  condition  of  the 
country,  the  pecuniary  distresses  of  which  occupied  the 
thoughts  of  every  citizen  ;  and  it  must  be  admitted  that  if  we 
have  passed  the  panic,  we  have  not  got  over  the  prostration 
entailed  on  our  trade  and  commerce,  although  a  light  is 
again  appearing  in  the  horizon  ;  at  least  so  think  our  Boston 
neighbors,  who  can  contract  for  a  rail  road  from  Albany  to 
Boston,  a  distance  of  202  miles,  in  which  they  are  aided  by 
our  Albany  friends,  who  have  loaned  to  them  $650,000  in 
good  Dutch  bonds,  to  make  their  rail  road  from  Albany  to 
the  Massachusetts  line,  and  to  secure  a  depot  for  the  produce 
of  the  west  at  Boston  instead  of  New  York.  The  capitalists 
of  Boston  and  other  eastern  towns  have  lately,  it  is  said, 
returned  in  part  the  favor  by  aiding  the  Auburn  and  Roches- 
ter Rail  Road  to  the  amount  of  $200,000.  and  are  in  treaty  to 
assist  the  Batavia,  Attica  and  Buffalo  Road,  so  that  the  Mas- 
sachusetts Rail  Road  may  be  regularly,  in  winter,  supplied 
with  our  western  produce. 

But  we  are  told  we  are  one  people,  that  State  lines  are 
imaginary,  and  only  intended  for  legal  and  political  pur- 
poses.   If  so,  ought  not  Massachusetts  to  take  her  share  in 


5 


the  responsibility  of  the  forty  millions  required  to  get  the 
produce  of  the  West  to  Albany?  Under  snch  circumstances 
ought  our  city  and  the  Eastern  Counties  generally  to  look 
quietly  on  and  see  our  trade  curtailed  and  perhaps  with  a 
loss  forever  of  this  rail  road  communication  through  our 
own  State?  Has  Albany  ever  consented  to  any  other  route 
for  the  produce  of  the  West  except  through  that  city?  This 
Albanian  subscription  after  all  is  not  so  bad,  for  the  Alba- 
nians may  intend  to  subscribe  for  a  New  York  Rail  Road 
also.  But  the  recommendation  of  our  own  Board  of  Trade 
is  certainly  surprising,  who  not  content  with  seeing  a  large 
portion  of  our  State  produce  and  city  trade  diverted  to  Bos- 
ton, appear  desirous  to  see  another  large  slice  diverted  to 
Bridgeport,  in  the  State  of  Connecticut,  so  as  to  resuscitate  as 
would  appear,  the  Connecticut,  West  India  and  foreign  trade. 

To  have  rendered  this  scheme  of  diverting  business  from 
the  City  of  New  York  complete,  they  should  have  recom- 
mended that  the  Erie  Rail  Road  terminate  at  Amboy,  so  that 
New  York  might  be  equidistant  from  the  two  great  de- 
pots, or  terminations  of  oar  two  Great  Western  Rail  Road 
Routes. 

The  truth  is,  New  York  has  so  many  natural  advantages 
that  her  citizens  have  not  duly  regarded  the  necessity  of  ar- 
tificial ones.  This  is  not  the  case  with  the  other  great  cities 
upon  the  seaboard,  since  all  of  them,  without  an  exception, 
from  Charleston  in  the  south,  to  Boston  in  the  north,  have 
been  actively  engaged  in  the  formation  of  rail  roads,  to  unite 
themselves  with  the  distant  interior,  and  with  other  seaports 
on  the  Atlantic. 

Baltimore  has  her  two  lines  of  rail  road,  extending  north 
into  Pennsylvania  ;  a  third,  passing  south  to  Virginia ;  and 
the  fourth,  being  her  great  line  of  communication  with  the 
West,  which  is  completed  for  nearly  half  the  distance  to' the 
Ohio  River :  the  nett  receipts  of  which,  the  past  year,  are 
double  those  of  the  year  preceding.  Philadelphia  has  her 
railways,  extending  north,  on  both  sides  of  the  Delaware,  to 
New  Jersey ;  south,  towards  Baltimore ;  and  westward  are 


6 


her  two  great  lines,  extending,  one,  up  the  Valley  of  the 
Schuylkill ;  the  other,  across  to  Columbia  ;  to  be  continued, 
eventually,  to  Lake  Erie  and  to  the  Ohio  River.  Boston 
also  has  its  railways,  reaching  into  Maine,  New  Hampshire, 
Rhode  Island  and  Connecticut ;  and  the  Western  Rail  Way, 
traversing  the  whole  length  of  the  State,  and  terminating  at 
the  Hudson  River,  at  Albany ;  the  object  of  which  has  been 
already  stated,  and  which  of  necessity  must  draw  off,  under 
any  view  of  the  subject,  a  most  important  part  of  the  western 
trade  and  travel,  which  has  hitherto  found  its  way  to  New 
York. 

Is  it  true  that  New  York  cannot  construct  a  rail  road  be- 
tween her  emporium  and  Capital?  or  is  it  true  that  she  does  not 
deem  such  a  road  of  importance  to  her  trade  and  commercial 
supremacy  ?  Certainly  not.  Why,  then,  with  the  means  at 
command,  has  not  this  road,  of  so  great  and  acknowledged 
importance,  been  built?  And  why  is  it  now  languishing  for 
the  means  necessary  to  carry  it  on  ?  The  answer  is,  that  our 
capitalists  and  real  estate  holders,  though  ready  to  loan  their 
money  at  six  per  cent.,  will  not  venture  a  million  of  dollars, 
to  make  a  rail  road  into  their  own  city,  to  be  freighted  with 
produce  to  their  own  stores,  and  transporting  western  mer- 
chants, travellers  and  friends,  to  their  own  dwellings.  The 
truth  is,  our  capitalists  only  look  for  a  good  first  bond  and 
mortgage,  on  productive  property,  in  the  First  ward,  and 
laugh  at  Boston,  Philadelphia  and  Baltimore.  The  idea 
seems  to  be  preposterous  with  them,  that  our  trade  is  to  be 
cut  off,  or  at  all  interfered  with,  by  the  Baltimore  and  Ohio, 
Philadelphia  and  Pittsburgh,  or  Albany  and  Boston  Rail 
Roads :  and  least  of  all  by  the  project  of  making  a  termi- 
nation of  our  rail  road  at  Bridgeport. 

It  is  not  history,  but  is  in  the  recollection  of  many  of  our 
merchants,  that  both  Boston  and  Philadelphia  had  as  exten- 
sive trade  and  commerce  as  New  York.  In  England.  Bris- 
tol had  a  much  more  extensive  trade  than  Liverpool  ;  and 
upon  the  continent,  cities  have,  in  modern  times,  in  many 


7 


instances,  grown  up  at  the  expense  of  other  cities  in  their 
neighborhoods. 

Within  a  few  years  past,  the  cities  of  Boston  and  Phila- 
delphia have  made  great  exertions  to  regain  their  former  po- 
sitions, and  with  some  degree  of  success,  since  the  ratio  of 
increase  of  population  and  business  has  been  greater  proba- 
bly in  that  period  in  those  cities  than  in  New  York. 

The  natural  advantages  of  New  York  are  in  no  incon- 
siderable degree  to  be  lost  to  us,  if  we  do  not  add  to  them 
artificial  advantages  similar  to  those  which  our  neighbors 
have  so  generally  and  extensively  introduced.  This  can 
only  be  done  by  connecting,  by  a  rail  way,  with  New  York, 
the  routes  leading  to  Canada  and  the  great  lakes,  by  way  of 
Albany  Shall  it  be  said  that  our  great  canal  navigation, 
from  Albany  west,  and  our  numerous  rail  roads,  stretching 
through  Utica,  Syracuse,  Auburn,  Rochester  and  Buffalo, 
shall  terminate,  so  far  as  the  City  of  New  York  is  concerned 
at  Albany?  That  New  York,  after  having  done  so  much, 
will  permit  the  Bostonians  to  enjoy  the  exclusive  privilege 
of  carrying  this  produce  and  travel,  for  five  months  of  the 
year,  to  their  city  ;  and  to  compete  with  our  river  navigation 
during  the  rest  of  the  year.  We  suppose  our  neighbors  will 
not  complain  if  we  compete  with  them,  and  bring  part  of 
our  winter  produce  down  to  our  own  city ;  but  we  must  do 
more  ;  we  must  compete  with  Boston  for  the  extensive  agri- 
cultural, mineral  and  manufacturing  productions  of  her  own 
counties  adjoining  this  State  ;  and  lead  this  trade,  which 
now  goes  to  Boston,  to  this  city.  In  this  way  we  must  open 
to  her  rich  and  populous  counties,  a  city  and  harbor  of  more 
moderate  temperature,  less  bound  up  with  ice,  or  encum- 
bered with  fogs ;  and  give  to  them  also  a  better  market 
for  their  manufactures,  and  their  surplus  produce,  than  is 
furnished  them  by  Boston. 

That  we  can  convey  passengers  for  our  packets  and  steam- 
ers, with  more  certainty  and  despatch,  from  Albany  to  New 
York,  than  they  can  be  conveyed  from  Albany  to  Boston,  is 
certain.  Our  rail  road  from  Albany  will  be  147  miles  in  length ; 


8 


the  one  to  Boston  202  miles,  with  two  high  summits  upon 
the  latter,  the  one  1,440  feet  above  tide,  the  other  918  feet, 
while  we  have  but  one,  of  769  feet.  But  we  regret  to  say. 
that  our  natural  advantages  are  likely  to  be  lost,  we  will  not 
say  by  the  superior  intelligence,  but  by  the  superior  enter- 
prise of  our  sister  cities.  We  may  continue  to  lament  empty 
houses  and  stores,  and  vacant  lots  and  high  assessments,  and 
attribute  our  depressed  commerce  to  the  removal  of  the  de- 
posites,  to  the  banks,  to  monopolies,  to  the  panic,  to  expan- 
sions and  contractions  of  the  currency,  to  speculations  and 
absence  of  a  hard  currency,  forgetting  that  other  causes  are 
exerting  a  strong  influence  to  divert  the  business  and  trade 
of  our  city  into  other  channels. 

I  am  aware  that  this  improvement,  to  procure  support, 
must  be  adjudged  profitable^  and  that  it  will  certainly  render 
a  good  dividend.  This,  I  shall  endeavor  to  show,  will  most 
certainly  be  the  case.  The  number  of  passengers  on  the 
Hudson  River,  by  the  best  statistics  to  be  procured,  is  equal 
to  3,000  per  day  during  the  season  of  navigation,  or  an  ave- 
rage of  2,000  per  day  during  the  whole  year ;  that  is,  the 
travel  is  equal  to  1,000  per  day  each  way,  for  the  whole  year, 
passing  the  whole  length  of  the  river.  This  includes  the 
way  passengers,  more  than  one-half  of  whom  are  from  the 
east  side  of  the  river.  At  present  this  travel  is  mainly  when 
the  river  is  open,  but  this  is  because  the  roads  in  Winter  and 
Spring  are  almost  impassable.  The  Winter  is  the  most 
pleasant  and  healthful  season  to  visit  a  great  city,  whether 
amusement  or  business  is  the  object  of  pursuit ;  and  it  is  the 
season  of  most  leisure,  and  the  most  convenient  to  be  absent 
from  all  country  occupations. 

Is  it  not  reasonable  to  suppose,  that  these  considerations 
would  greatly  increase  the  travel  to  our  city  in  the  Winter  if 
convenient  modes  of  travel  are  furnished  ? 

The  field  to  reap  the  dividend  is,  first,  the  proportion  of  these 
2,000  daily  passengers.  For  nearly  four  months  of  the  year 
the  river  is  actually  frozen ;  for  half  a  month  in  the  fall  there 
exists  the  apprehension  of  its  being  frozen  ;  and  for  another 


9 


half  month  the  river,  if  open,  is  obstructed  with  ice ;  so  we 
claim  for  the  rail  road  five  months  without  river  competition. 
If,  for  the  reasons  mentioned,  the  travel  on  the  rail  road 
amounts  to  but  one-fourth  of  the  river  travel,  we  then  have 
500  passengers  daily,  equal  to  the  average  upon  either  of  the 
New  York  and  Philadelphia  Rail  Roads ;  the  profits  of  one 
of  which,  viz.,  the  Camden  and  Amboy,  it  is  said,  are  suffi- 
cient to  have  paid  off  its  cost  and  interest,  and  would  have 
done  so  but  for  other  less  profitable  connexions  with  the 
canal,  and  a  large  bonus  paid  to  the  State.    This  travel  is 
equal,  also,  to  the  number  passing  upon  the  Utica  and  Sche- 
nectada,  and  Utica  and  Syracuse  Rail  Roads,  and  the  two 
roads  leading  from  Boston  to  Providence  and  Worcester. 
Westchester,  Dutchess,  Columbian  and  Putnam  Counties 
have  a  population  of  nealy  200,000.    The  next  adjoining 
counties  in  Connecticut,  including  Berkshire,  in  Massachu- 
setts, together  with  New  York  City  and  places  adjacent,  have 
a  population  of  at  least  half  a  million  more  :  between  all  of 
which  districts  there  will  be  frequent  intercourse  through 
the  medium  of  the  rail  road.    This  double  tier  of  counties 
is  at  an  average  distance  of  about  30  miles  from  the  river, 
and  if  we  exclude  the  population  for  10  miles  along  the  river, 
we  have  five-sixths  of  the  residue  who,  even  in  summer, 
would  find  the  rail  road  most  convenient.    The  travel  of 
this  population  would  be  a  certain  profit  for  the  road  through- 
out the  year,  and  would  be  realized  as  each  mile  of  the  road 
was  connected  with  New  York.    This  is  independent  of  the 
through  travel,  or  what  New  York  City  would  furnish  them, 
from  one  extreme,  and  Albany,  Troy,  the  Canadas,  and  the 
far  West,  would  furnish  them  from  the  other  extreme. 

But  it  is  said  we  cannot  compete  with  the  river ;  we  re- 
mark, that  one  convenience,  as  it  is  found,  does  not  of  neces- 
sity subtract  from  another.  The  more  facilities  we  furnish 
the  more  we  increase  the  travel, ;  for  many  will  go  one  way 
and  return  the  other.  The  river  will  have  its  attractions,  so 
will  the  land  route.  Travellers  will  conveniently  pass  be- 
tween the  Springs  and  New  York  the  same  day,  which  they 

2 


10 


cannot  do  by  the  river.  The  rail  road  presents  less  danger — 
no  fear  from  drowning  or  blowing  up.  The  rail  road  lead- 
ing south  from  Philadelphia,  successfully  competes  with  the 
steamboats  on  the  Delaware  and  Chesapeake,  as  does  the 
Utica  and  Schenectada  with  the  Erie  Canal,  though  deprived 
of  all  the  benefit  of  transporting  merchandize. 

There  cannot  be  a  doubt  that  the  travel  on  the  New  York 
and  Albany  Rail  Road  will  be  equal  to  or  greater  than  the 
Utica  and  Schenectada  Road.  The  latter  conveys  a  number 
of  passengers  annually,  equal  to  130,000  through  its  whole 
length,  and  as  the  population  and  facilities  for  rail  road 
travelling  increase,  the  travel  will  also  increase.  The  popu- 
lation of  New  York  State  is  now  only  one  half  as  dense  as 
that  of  Massachusetts,  and  is  rapidly  increasing.  The  Utica 
and  Schenectada  Rail  Road  with  its  present  business  which 
is  confined  exclusively  to  the  conveyance  of  passengers,  yields 
a  surplus  revenue  of  from  14  to  20  per  cent,  after  paying  all 
expenses.  The  New  York  and  Albany  Rail  Road  will  not 
cost  more  per  mile  than  the  Utica  and  Schenectada,  if  built 
in  the  same  manner,  and  being  longer,  can  be  operated  at 
comparatively  less  expense.  There  is  nothing  in  its  grade 
or  curvatures  which  will  prevent  the  attainment  of  a  speed 
for  passengers  of  from  25  to  30  miles  per  hour,  so  that  allow- 
ing one  hour  for  stoppages,  the  whole  distance  may  be  passed 
over  in  from  six  to  seven  hours,  or  travellers  may  leave  Al- 
bany at  four  o'clock  in  the  afternoon  and  reach  New  York 
the  same  evening  in  time  for  a  comfortable  night's  rest.  The 
experience  upon  the  better  constructed  and  better  managed 
rail  roads  in  this  country  and  in  England  shows  that  this 
speed  is  practicable  under  circumstances  less  favorable  to  a 
high  speed  than  will  exist  on  the  New  York  and  Albany 
Rail  Road,  if  constructed  in  the  most  improved  manner. 

The  reports  and  estimates  of  the  Engineer  Department 
show  that  the  road  will  not  be  a  costly  one.  The  ground  is 
very  favorable,  being  of  a  character  well  suited  to  form  a  sub- 
stantial road.  There  are  no  streams  of  great  magnitude  to 
pass,  or  to  the  destructive  effects  of  the  flood- waters,  of  which 


11 


the  road  will  be  exposed.  Singular  as  it  may  appear  to  those 
whose  knowledge  of  the  country  is  obtained  by  passing  along 
the  river,  there  are  no  hills  to  be  surmounted,  no  inclined 
planes  with  stationary  power  or  tunnels  acquired,  but  the 
route  occupying  as  it  does  one  continuous  valley  for  most  of 
the  distance,  is  so  nearly  level  that  it  would  be  difficult  for 
an  unpractised  eye  to  discern  any  material  deviation  upon 
any  part  from  a  level  course. 

Such  is  the  general  character  of  the  route  on  which  it  is 
proposed  to  build  the  New  York  and  Albany  Rail  Road.  In 
the  expense  of  grading,  straightness,  favorable  arrangement 
and  acclivity  of  the  grades,  it  is  not  excelled  by  any  other 
roads  of  like  extent  in  the  northern  section  of  the  Union.  As 
an  evidence  of  the  high  character  for  durability  which  the 
route  will  possess  when  completed,  it  may  be  stated,  that  if 
it  is  graded  in  the  usual  maimer  by  the  formation  of  earth 
embankments,  and  the  culverts,  abutments  and  piers  of 
bridges  are  built  of  masonry,  according  to  the  plan  assumed 
in  the  estimates,  the  total  cost  of  perishable  material  in  the 
road  bed  will  not  exceed  one  hundred  dollars  per  mile,  on 
the  average,  between  Harlaem  River  and  Albany.  In  re- 
spect to  the  transportations  of  produce,  good  judges  assert 
that  two-thirds  of  all  the  corn  and  oats  which  come  down  the 
river  from  the  Eastern  Counties,  that  Dutchess  alone  has  sent 
from  her  landings  580,000  bushels  of  oats.  She  supplies  as 
much  butter,  cheese,  lard,  fruit,  vegetables,  fowls,  and  butch- 
er's meat,  as  any  County  in  the  State,  and  the  New  York  and 
New  England  Counties  will  likewise  furnish  large  quantities 
of  similar  articles.  In  addition  to  the  agricultural  produc- 
tions we  must  add  the  transportation  of  iron,  lime  and  marble, 
which  will  be  sent  to  the  city  in  large  quantities,  the  latter 
article  to  render  cheaper  the  building  up  of  our  city  and  to 
ornament  it. 

The  great  Western  and  Northern  Mail  must  of  necessity 
be  carried  on  this  route.  In  the  transportation  of  the  great 
mails  the  Post  Office  Department  is  authorized  by  Congress 
to  pay  at  the  rate  of  $300  per  mile.    This  would  give  the 


12 


road  $ 42,000  per  annum,  equal  to  the  interest  at  five  per  cent, 
on  $804,000,  or  one-fourth  of  the  estimated  cost  of  the  road. 

In  addition  to  the  courses  of  business  above  described,  it  is 
believed  that  merchandise  designed  for  the  North  and  West 
will  pass  upon  the  road  to  a  very  great  extent,  on  account  of 
the  saving  of  time  by  this  mode  of  conveyance.  This  will 
be  more  particularly  the  case  when  arrangements  are  com- 
pleted for  the  transportation  of  freight  on  the  lines  of  rail  way 
from  Albany  and  Troy  to  the  Lakes.  As  it  regards  the  capa- 
city and  utility  of  rail  ways  for  the  conveyance  of  freight 
there  remains  no  doubt.  In  England  freight  is  now  beinar 
transported  on  many  rail  roads  at  a  speed  six  times  greater 
than  is  attainable  on  the  canals,  at  an  expense  only  one-fifth 
or  one-fourth  greater.  Freight  is  also  conveyed  on  all  the 
roads  in  this  country  where  there  exists  no  legal  prohibition. 
The  receipts  from  this  source  vary  according  to  the  location 
of  the  road  from  one  third  to  twice  the  amount  received  from 
passengers. 

The  amount  of  freight  passing  to  and  from  the  City  of  New 
York  and  the  West,  which  is  of  a  character  to  be  conveyed 
upon  a  rail  way,  and  which  with  a  well  constructed  rail  road 
from  New  York  to  Buffalo,  would  seek  that  mode  of  convey- 
ance, may  be  inferred  from  the  tolls  received  upon  the  Erie 
Canal,  which,  according  to  the  last  returns  amount  to,  on 

merchandise  in  one  year  $524,387 

And  on  flour  and  wheat  to  363,180 


Making  $887,567 

Equal  to  two-thirds  of  the  gross  tolls  on  that  work,  to  which 
should  be  added,  for  our  present  purpose,  the  amount  of  simi- 
lar articles  passing*between  New  York  and  Albany  and  the 
country  north  and  east  of  the  latter  point. 

That  the  rail  way  will  draw  to  itself  a  portion  of  this  traffic 
there  cannot,  I  think,  be  a  doubt,  and  with  a  fair  profit  accru- 
ing therefrom,  since  like  the  Utica  and  Schenectada  Road  the 
receipts  from  passengers  will  alone  be  sufficient  to  sustain  it, 
and  hence  all  that  is  received  from  freight  over  and^  above 


13 


the  mere  cost  of  locomotion,  independent  of  the  use  of  the 
road,  will  be  so  much  added  to  the  profit  account. 

We  ask  gentlemen  to  compare  these  advantages  with  those 
enjoyed  by  other  roads.  Do  you  think  the  travel  will  be  less 
than  upon  the  Utica  and  Schenectada  or  Utica  and  Syracuse 
Roads,  the  stock  of  the  former  of  which  is  selling  at  27  per 
cent.,  and  of  the  latter  at  20  per  cent,  above  par?  Will  it  be 
less  than  upon  the  two  routes  to  the  Springs  ?  Will  it  be 
less  than  upon  most  of  the  rail  roads  in  New  England,  which, 
even  in  depressed  times,  have  generally  held  their  own? 
Or,  to  take  the  most  unfavorable  case  that  could  perhaps  be 
supposed,  will  it  be  less  than  upon  the  Stonington  Road, 
which,  with  a  steam  navigation  to  Providence,  and  two  other 
routes,  via  Norwich  and  Hartford,  to  compete  with,  and  cost- 
ing the  enormous  sum  of  $2,400,000  for  47  miles,  has  lately 
experienced  an  advance  on  its  stock,  which  is  now  selling  at 
40  per  cent. ;  being  as  high,  taking  the  cost  of  the  two  roads 
into  consideration,  as  the  stock  of  the  New  York  and  Albany 
at  its  par  value  ?  Will  it,  in  fine,  be  less  than  upon  the 
Camden  and  Amboy,  or  Philadelphia,  Wilmington  and  Bal-  . 
timore  Roads  ?  the  last  of  which  competes  successfully  with 
the  steamboats  on  the  Delaware  and  Chesapeake,  and  yields  a 
nett  income  of  4^  per  cent. ;  which,  considering  its  greater 
cost,  is  equal  to  about  10  per  cent,  on  the  New  York  and 
Albany  Road. 

Aside  from  the  inducements  which  the  New  York  and 
Albany  Rail  Road  presents,  as  a  safe  investment  for  capital, 
it  is  of  the  greatest  consequence  to  the  City  of  New  York, 
to  enable  it  to  retain  the  trade  and  travel  of  the  interior,  which 
is  in  danger  of  being  diverted  to  Boston,  by  the  road  which 
is  now  nearly  completed  from  that  port  to  Albany.  So  long 
as  conveyance  by  water,  either  through  natural  or  artificial 
channels,  was  the  best  that  could  be  devised,  New  York  had 
nothing  to  fear.  Now,  however,  that  a  new  system  is  intro- 
duced, and  it  is  no  longer  necessary  to  adhere  to  the  bottoms 
of  the  valleys,  where  there  is  an  abundant  supply  of  water, 
or  submit  to  the  delay  of  lockage,  and  the  slow  movement 


14 


of  animal  power,  or  to  an  embargo  upon  all  intercourse  du- 
ring the  Winter  months,  it  becomes  necessary  for  New  York 
to  avail  herself  of  the  improved  mode  of  intercommunica- 
tion, and  secure  to  herself  the  benefits  which  it  is  calculated 
to  confer,  ere  the  trade  and  travel  of  the  country  becomes  so 
far  established  in  other  channels  as  not  to  be  easily  reclaimed. 
From  Albany  west  to  Lake  Erie,  the  line  of  railway  is  now 
in  operation,  with  the  exception  of  two  portions,  lying  be- 
tween Auburn  and  Canandaigua,  and  between  Batavia  and 
Buffalo.  From  Albany  and  Troy  also,  to  Lake  Champlain, 
but  one  link  is  wanting,  viz.,  from  Saratoga  to  Whitehall. 
These  lines  will  soon  be  completed,  making  in  the  aggre- 
gate nearly  400  miles  of  rail  way,  the  business  of  which  it 
remains  for  the  citizens  of  New  York  to  bring  to  their  city, 
by  the  construction  of  the  New  York  and  Albany  Rail  Road. 
Until  this  is  done,  much  of  the  trade  and  travel  of  the  rich 
interior  of  our  own  State,  and  of  the  more  remote  West,  and 
of  the  Canadas,  will  find  its  way  eastward,  to  benefit  a  rival 
city. 

The  introduction  of  rail  ways,  as  a  means  of  intercommu- 
nication, is  creating  a  new  era  in  the  internal  commerce  of 
our  country.  They  are  destined,  in  all  probability,  in  con- 
nexion with  steam  navigation  on  the  ocean  and  the  great 
lakes  and  rivers,  to  change  the  entire  social  and  commercial 
relations  of  the  world.  In  England,  where  it  is  said  there  is 
not  a  place  of  any  magnitude  further  removed  from  naviga- 
tion, either  natural  or  artificial,  than  15  miles,  numbers  of 
rail  roads  are  in  operation,  and  others  are  constructing.  The 
former  yield  a  fair  income  on  the  capital  invested.  The 
system  is  spreading  on  the  continent,  particularly  in  France, 
Belgium,  Austria  and  Russia.  In  the  United  States  it  is  ad- 
vancing with  wonderful  rapidity.  Within  the  short  space  of 
about  ten  years,  according  to  the  most  authentic  informa- 
tion, the  aggregate  extent  of  rail  ways  undertaken  by  the 
several  State  Governments  and  by  incorporated  companies, 
amounts  to  upwards  of  9,000  miles,  at  a  total  estimated  cost 
of  $160,000,000.    3,300  miles  are  now  in  actual  operation, 


and  the  work  is  in  progress  upon  1,800  miles  additional, 
making  over  5.000  miles  completed,  or  partially  so,  at  a  cost 
of  $84,000,000. 

In  this  great  system  of  rail  way  improvement,  the  States 
of  Pennsylvania,  Massachusetts  and  New  York  participate 
nearly  as  follows  : 


Name  of  State. 


Pennsylvania . 
Massachusetts. 
New  York  . . . . 


Agsrez  te 
length  of 
Railway. 

Miles 
in  opera- 
lion. 

Miles 
construe 
ting. 

Amount 
already  ex- 
pended. 

Total 
estimated 
cost. 

Average 

cost 
per  mile. 

850 
360 
1,394 

576 
270 
475 

161 

62 
279 

18,000,000 
7,500.000 
10,500;000 

23,000.000 
10,800^000 
25,000,000 

27,100 
30.000 
17^900 

2,604  1  1,321 

502 

36,000,000 

58.S00.000 

The  above  sum  of  836,000.000  divided  among  the  taxable 
inhabitants  of  the  States  mentioned  according  to  the  census 

of  1830,  gives  for  each  in  Pennsylvania  $6  00 

Massachusetts  5  00 

New  York  2  40 

Showing  that  New  York  has  expended  much  less  in  propor- 
tion than  the  other  States  mentioned,  with  a  greater  benefit 
accruing,  more  miles  of  rail  road  having  been  constructed  in  • 
proportion,  and  as  the  prospect  is  fairer  of  their  being  more 
productive,  she  is  better  able  to  continue  her  efforts  in  per- 
fecting the  system  which  has  been  so  successfully  com- 
menced. 

These  remarks  are  made  without  reference  to  the  expen- 
ditures of  the  State  in  the  construction  of  canals,  her  efforts 
in  this  respect  having  been  already  pushed,  as  it  is  believed, 
too  far,  canals  having  become  the  inferior  improvement  of  the 
age,  as  is  evident  from  the  fact  that  of  all  the  canals  con- 
structed in  the  United  States,  but  a  very  small  number  have 
sustained  themselves  and  paid  the  interest  on  their  cost,  while 
others  like  the  Farmington,  the  Hampshire  and  Hamden,  the 
Blackstone,  and  several  others,  have  been  superseded  or  gone 
into  disuse  altogether,  proving  almost  a  total  loss  to  the  pro- 
prietors. 

The  rail  ways,  on  the  contrary,  although  exceeding  as  they 


16 


do  more  than  3000  miles  in  extent  in  actual  operation,  and 
costing  on  the  average  $20,000  per  mile,  pay  an  average  in- 
come on  their  cost  of  5 \  per  cent.,  and  are  constantly  on  the 
increase,  affording  at  the  same  time  to  the  community  accom- 
modations superior  to  those  furnished  by  the  canals.  For 
this  information  we  are  indebted  to  the  late  Chevalier  De 
Gerstner,  who  visited  in  person  most  of  the  rail  roads  in  the 
United  States. 

It  seems  therefore  to  be  settled,  that  the  rail  way  system  is 
to  prevail,  that  it  is  to  constitute  the  great  bond  of  connexion 
and  of  commercial  intercommunication  between  the  States, 
and  as  such  it  is  obvious  that  the  main  lines  of  rail  way 
should  proceed  unbroken  from  the  great  central  and  empo- 
rium of  commerce  to  the  more  remote  sections  of  the  Union  ; 
and  in  this  view  the  New  York  and  Albany  Rail  Road,  form- 
ing as  it  does  the  first  link  in  an  extended  chain,  reaching 
from  the  seaboard  to  the  St.  Lawrence  and  Upper  Mississippi 
valleys,  upon  that  route  which  presents  the  lowest  summits 
and  the  most  favorable  grades,  and  which  can  be  soonest 
completed,  is  deserving  of  the  first  attention.  But  it  is  not 
only  as  a  means  of  preserving  and  of  increasing  the  com- 
merce of  our  city  that  the  rail  road  is  necessary.  It  is  one 
of  the  most  efficient  means  that  can  be  adopted  for  contribu- 
ting to  its  defence  ;  and  in  this  view,  the  rail  road  system  as 
a  whole  will  do  more  probably  towards  adding  to  the  mili- 
tary strength  of  the  country  than  all  other  plans  which  have 
been  devised  for  that  purpose.  From  the  celerity  and  cer- 
tainty of  the  conveyance  which  they  afford  at  all  seasons, 
presenting  as  they  do  the  greatest  facilities  for  the  immediate 
concentration  of  troops  at  exposed  points,  and  the  transport- 
ing of  supplies,  they  will,  when  perfected,  place  the  country 
in  an  attitude  of  defence  which  will  enable  it  successfully  to 
repel  invasion,  at  whatever  point  and  however  sudden  and 
powerful  may  be  the  attack.  There  is,  therefore,  no  point 
of  view  in  which  the  New  York  and  Albany  Rail  Road  can 
be  placed  in  which  it  does  not  force  itself  upon  the  attention 
as  a  work  of  great  immediate  importance  to  our  city,  as  well 


17 


* 


as  to  the  nation  at  large,  and  it  is  to  be  hoped  that  our  citi- 
zens will  be  so  fully  impressed  with  the  truth  of  what  has 
been  stated  as  to  induce  them  to  furnish,  without  delay,  the 
comparatively  small  sum  required  for  its  completion,  which 
if  contributed  by  each  according  to  his  ability  and  interest  in 
the  subject,  will  not  be  felt  by  anyone  as  an  inconvenience. 


STATEMENT  OF  CANALS 

In  operation  in  the  State  of  New 
York,  November,  1840. 

miles. 


Erie  Canal  and  feeders  371 

Charaplain  Canal  do   79 

Oswego   38 

Cayuga  and  Seneca   23 

Crooked  Lake   8 

Chemung   23 

Chemung  feeder   16 

Chenango   97 

Genessee  Valley   35 


Total  constructed  by  the  State  690 

Oneida  Lake  Canal   3 

Delaware  and  Hudson  Canal.  81 


Total  canals  in  New  York. .  774 


Of  the  above  690  miles  of  canal 
built  by  the  State,  only  182  miles 
have  been  constructed  since  the 
first  rail  way  was  opened,  during 
which  time  there  have  been  con- 
structed and  put  into  operation  by 
private  enterprise,  within  the  lim- 
its of  the  State,  475  miles  of  rail 
way. 


STATEMENT  OF  RAIL  WAYS 

Completed  and  in  operation  in 
the  State  of  New  York,  No- 
vember, 1840. 

miles. 


Harlem   7 

Brooklyn  and  Jamaica   12 

Long  Island   15 

Hudson  and  Berkshire   31 

Troy  and  Ballston   24 

Mohawk  and  Hudson   16 

Saratoga  and  Schenectada. . .  22 

Utica  and  Schenectada  78  ' 

Syracuse  and  Utica   54 

Auburn  and  Syracuse  26 

Catskill  and  Canajoharie. . . .  26 

Auburn  and  Rochester   35 

Rochester  and  Batavia   32 

Niagara  Falls  and  Buffalo  22 

Niagara  Falls  and  Lockport. .  20 
Corning  City  and  Blossburgh.  14 

Ithaca  and  Owego   29 

Skeneateles  Branch  of  Auburn 

Road   5 

Onondaga  Quarry  Road   4 

Rochester  and  Lake  Ontario. .  3 


Total   475 


3 


- 


18 


STATEMENT  OF  RAIL  ROADS 


In  the  several  States  of  the  Union,  derived  principally 
from  statistics  furnished  by  the  late  Chevalier  De 
Gerstner. 


Aggregate 

Miles  01 

Miles  of 

Amount 

1  UlcLl 

NAME  OF  STATE. 

length  of 

Rail  Road 

Rail  Road 

.already  ex- 

estimated 

Railroads. 

in  operation. 

constructing 

pended. 

cost. 

New  Hampshire  £ 

110 

41 

$900,000 

$2,130,000 

Massachusetts.  > 

XV11UU.C  XoldilU.  *  .  \ 

372 

280 

62 

7,704,000 

10,986,000 

Connecticut  

243 

181 

43 

5,300,000 

6,400,000 

New  York  

1,394 

475 

279 

10,500,000 

25,000,000 

New  Jersey  

199 

174 

3,700,000 

3,930,000 

Pennsylvania. . . . 

850 

576 

161 

18,050,000 

23,068,000 

Maryland  > 
Delaware   $ 

206 

.  206 

7,000,000 

7,000,000 

Virginia  

369 

341 

14 

5,201,000 

5,451,000 

North  Carolina. . . 

247 

247 

3,163,000 

3,163,000 

South  Carolina. . . 

202 

136 

50 

3,200,000 

4,000,000 

640 

212 

220 

5,458,000 

9,778,000 

Florida  

218 

58 

17 

1,420,000 

3,820,000 

Alabama  

432 

51 

168 

1,222,000 

6,216,000 

Louisiana  

249 

62 

46 

2,932,000 

5,896,000 

211 

50 

60 

2,880,000 

5,730,000 

160 

120 

1,000,000 

2,500,000 

Kentucky  

96 

32 

27 

947,000 

2,197,000 

Ohio  

416 

39 

80 

420,000 

4,279,000 

246 

20 

40 

1.375,000 

4,800,000 

Michigan  

Illinois  

738 

114 

110 

1,896,000 

8,549,000 

1,421 

23 

320 

1,833,000 

17,000,000 

9,019 

3,319 

1,817 

86,102,000 

Il61,893,000 

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